Air-brake system.



G. MAOLOSKIE, JR.

AIR BRAKE SYSTEM.

APPLICATION FILED MAR. 20, 1905.

Patented Feb. 9, 1909.

ele eee e Inventor George MaclosKie Jr y: fl/MW thy UNITED s'ra'rgs Pa an ration.

GEORGE MAOLOSKIE, IR., or SOHENEOTADY, .NEW YORK, .ASSIGNOR TO GENERAL ELECTRIC I commit, A CORPORATION ornew roen.

Are-Beam] SYSTEM.

To all whom itmay concern:

'Be it known that I, GEORGE MAGLOSKiE,

J r., a citizen of the United States, residing at Schenectady, county of Schenectady, State of New York, have invented certain new and useful Improvements in Air-Brake Systems,

in which the advantages of both straight-v and automatic systems are obtained. The arrangement disclosed comprised the usual elements of a straight air-brake system, i. 6., a mainreservoir, a train-line connected to the brake cylinders, and a motormans valve adapted to connect trainline to reservoir or to atmosphere to apply and to release the brakes. In addition to these usual elements, I employed a second train-line carrying air at reservoir pressure, a reservoir on each car, and a spring-actuated emergency valve on each car arranged to respondto a sudden lowering. of pressure in the second train-line,

such as would be caused by a breaking apart of the train, and adapted to disconnect brake cylinder from the first train-line and to connect it to the reservoir on that car. By means of this arrangement the advantages of the straight air system, as regards facility of control, were obtained for the usual service applications, and an emergency application ona breaking apart of the train, as in. the automatic system was also secured;

In the arrangement of my former application the motormans valve was connected to the main reservoir through the high-pressure train-line and emergency valve. While this arrangement'is entirelysatisfactory for short trains, I have discovered that on long trains where'a large'amount of air is required for applying the brakes in making a quick service 1stop,'the. pressure in the high-pressure train-line may be so much lowered as to produce an emergency. application of the brakes when such an application is not desired.

My present invention consists in a modification of the former arrangement and comprises such a rearrangement of the connections of the system that the m otormans valve is connected directly to main reservoir inde- I Specification of Letters Zhatent. Application filedlilarch 20, 1905. Serial No. 250,894.

iatentedFeb. 9', 909.

'penden'tly of the high-pressure train-line and emergency valve, so that for service applications of the brakes the connections and opera tion are in every way identical with the usual straight air-brake system; the high pressure train-linebeing in no way affected by the service applications; If, howeve'r,;the train shouldbreak apart, the high-pressure trainline and emergency valve would immediately come into play and produce an emergency application of the brakes in the same manner as in the arrangement disclosed in my former application.

My present invention is thusespecially adapted for use on long trains, but is also equally eflicient and reliable on short trains.

My invention further comprises certain details in the arrangement and connections of the system, which will appear from the following specification,- and will be more specifically pointed out in the appended claims.

My invention.will best be understood by reference to the accompanying drawing, in which-' Figure 1 shows diagrammatically an airbrake system arranged in accordance with my invention; and Fig. 2 shows a crosssectional view of the emergency valve.

In Fig. 1 R represents the main reservoir suppliedfrom the compressor C and connected through a pipe H to motormans valves M and M at opposite ends of the car. These motormans valves are valsocOnnected to the usual train-pipe T of a straight air-brake system. The train-pipe T is connected through anenierge'ncy valve V to the brake cylinder B. Since the emergency valve V, as will be hereinafter explained, is in sucha osit'ion that the connection always exists un or normal conditions between pipe T and brake cylinder B, the operation of the system is precisely the same, as regards the normal applicatiomof the brakes, as though 7 valve V were omitted and the pipe T were connected directly to the brake cylinder in the-usual manner. in other words, the connections for normal running and operation of the brakes are identical with'those of the straight air brake system. v

A second trainline L 's employed, as in nay-former application, which carries air at reservoir pressure, being normally connected to reservoir through the emergency valve V.

I have shown direct pipe connections between pipes L and H-for a purpose that will be tirely independent of the rest of the system;

I have in cated in Fig. 1 one trailer provided with anemergency valve V normally connecting brake cylinder B to the'trainpipe T, and also .normally connecting the high-pressure train-line L tothe auxiliary reservoir R. Although I have shown this second car equipped as a trailer, it willbe understood thatmy invention is equally applicable to a train composed of motor cars, I .the equipment of'each being the same .as that-.ofthe'first car inFig. 1; -an'd further that a train may be composed of'any number of cars, either motor cars or trailers, or both.

The auxiliary valve V'is the sameas described in my. former application, .but in -order that my present mvention may be clearly understood: I shall briefly describe ere. "Referring to Fig.2, the port connected to -the main reservoir R is ind cated by the reference character 1". Thisport opens into a chamber 1, which is separated Qfroin the a-chamber 2 by "a piston A. This piston carries a leather-seated valve E which, when the piston is in the position shown, sepa- Yrates chamber 1 from chamber 3. S is a com- '-pression spring which holds piston A nor- 3' 'm'ally in the position shown. Passages a a ;are. providedaround piston A, affording a restricted passage between the chambers l I and 2 when piston A is in the position shown. Z represents the port for the main reservoir line .L opening out from chamber 2. Piston A also carries the valve' ldhsitu- 'ated in chamber 4, into which opens the port twhich is connected to the train-pipe T. ;The*rod D connecting valve F-to piston'A is channeled out, as'shown, so as to provide chamber 2, and'this difference 1n pressure merely assists spring S in holding the valve more firmly inithe position shown; The only function ice application is-tFalloW the otherreservoirs'to supply air s'lowly throu h passages a a,tocompensate for any slig t drop or ,pressure in line. that may zb'e produced by.

taking air iromthe main r'eservoir; Since at drop is duennlymeme thrbllghpas.

' a communication between chambers 3 and 4,

of the emergency yalves on the other cars of the tyaimdnring suchservil v a restricted passage, an emergency valve on 125 each car adapted to close said passage and to connect reservoir to brake cylinder upon sages a a in the emergency valve. on the first car from chamber 2 to chamber 1,it cannot be lar e enough'to produce any-movement of the ot er emergency valves. Consequently, whether the service application be sudden or gradual, and whether the train belong or short, the. emergency valve does 'not come into'play, and the operation is in every respect the. same as in the usual straight .airbrake system. If, however, the train should break apart, the-high pressure train-line L'- would e opened to atmosphere and the pressure in'chamberv 2 of each emergency valve on the-train would be suddenly lowered relatively. to the pressure in chamber 1. The restricted passages a or in piston A,;while sufiicient in amount to maintain the pressure m the high-pressure line L, as far as ordinary leakage is concerned, are not of sufiicient' size ,to permit a quick equalization of pressure when the train-line is suddenly opened to atmosphere.' Consequently the excessive pressure in chamber 1 forces piston A toward the left, thereby closing the passages v a a, lifting the valve E and seating the valve F. The valve thus breaks the connection between brake cylinder B and train-pipe T, and connects brake cylinder directly to reservoir, 'producingan emergency application'of the brake in the same manner as in my former system. The cocks 7' j, which have been mentioned heretofore may be employed for releasing the brakes on a long train when'they have been applied by a breaking of the trainline L. After the break intrain-line L is closed, opening one of the. cooks j will raise the train-line pressure again tonormal, so as to return the emergency valves to their normal position. Conductors valves are .1 5 shown in the two cars in Fig. 1 by means of which an'emergency application may be obtained when. desired by opening the trainline L on'any car to atmosphere. g It will be understood that I have illustrated my invention somewhat diagrammatically, and any wellknownforms of apparatus may be employed. Accordingly, I do not desire to limit myself to the particnlar construction and arrangement of parts here shown, but aim in the appended claims to cover all modifications'w'hioh' are within the scope of my invention.

' What Ivclaim as new, and desire to secure by Letters Patent of the United States,'is. 2

1.1111 combination with a straight airbrakesystem', a reservoiron 'eachlcar, a 'pipeline extending'through the train and nor mally connected to eachreservoirthrough a sudden lowering .of the pressure in said .t ion with a-inain reservoir and a motorinans gency valve and a normally closed valve in said connection.

In air-brake system, the conibina- "ii a main reservoir and a motormans y connected thereto, of a straight "anged to be connected to saidniain reservoir through said Inotormans valve, b ake-cylinders and. auxiliary reservoirs on one or more cars, a secondtraim pipe normally carrying air under pressure, and an cylinder h yielding resistance means for normall holding the same in position to establish coinrnunication from the straight air-pipe to the brake cylinder and arranged to operated by a reduction or pressure in the second train-pipe to open communication from the auxihary reservoir to the brake-cylinder. Y

3. In. an air-brake s stem the cornb1na-' valve directly connected thereto ofa straight atic valve device for each brake nected to said second train-pipe through restriated passages, and an automatic valve device for each brake cylinder having yield- 111g resistance means for normally holding the same in position to establish communication from the straight alr-plpe to the brake cylinder and arranged to be operated by a a reduction of pressure in the second traiw pipe to open communication from the auxil iary reservoir to brake cylinder.

Iin Witness whereof I have hereunto set my hand this 16th day of March 1905.

GEURGE MACLOSKIE, J R.

Witnesses BENJAMIN B.'HULL, HELEN ORFORD. 

